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If everything was "double and triple check" it would run. That said it sounds like timing...

JD: Not only does correlation not imply causation but unless the wiring has been changed schematics don't lie. Click or not Ground Point B has nothing to do with the starting circuit.

Sorry, assuming you had the typical symptom of click-no-crank the manifold grounds aren't related. A crank-no-start would be a different story altogether...

Well, as 3p said you need STA but it shouldn't prevent the engine from cranking. That fuel economy is piss poor. After it's code free you should work on getting the engine back into fuel control.

It'll be ok. As you said it beats the junk stuff which I commend you for not using. I just dislike using IDC in automotive applications. Prefer Amp PIDG and the right tooling. Why can't you wire it back the stock way?

I see. Well, those are still IDC. A poor choice even if they are branded but it's your call.

I suppose it all depends on how long until you put the 2J in. It's a simple problem though and therefore should be simple to fix even if it did follow. In fact I suspect it's even simpler than I'm making it out to be. Btw (and also speaking for my esteemed colleague) you're welcome...

Huh? What tap would that be?

Ugh. I meant J/B 2 but linked to J/B 1. Corrected. Thanks 3...

http://www.cygnusx1.net/Supra/Library/TEWD/MK3/manual.aspx?S=Main&P=47 If the ECU has ground and Batt power, once power is applied to IGSW M-Rel will have power. M-Rel is what energizes the main relay. If the EFI fuse has power (in your case it must because Batt has power) but that power...

Unless you stay away from ihop it'll happen again. I'm kidding of course. It'll happen again no matter where you go...

You might want to test the afm correctly, especially if you found it to be "bad" using the crappy method suggested in the book. That'd at least rule it out...

Gotta love how the ported TB source is connected directly to the manifold. Whomever did that doesn't have a clue...

Doesn't have to be 10K. The TSRM page I linked to shows a lot of resistance values will work. Plus it would've saved you from all that searching. Ah well, guess it's moot now...

Disconnect the yellow/light blue wire on pin 11 of the Integration Relay...

That's it. I give up...

Everything you need to know is, as usual, in the book: http://www.cygnusx1.net/Supra/Library/TSRM/MK3/manual.aspx?Section=FI&P=118

Here's a thought: How about using the book, especially when having little understanding of how engines work...

Edit: Wasn't quick enough.

Add the resistor and reset the ECU. Problem solved...